Safety apparatus for railways.



. A. BONOM. SAFETY APPARATU$ FOR RAILWAYS.

- I APPLICATION FILED NOV.30, 1907. 900,474.

Patented Oct. 6,1908.

vb WITNESS/i8 v A. BO-NOM. SAFETY ABBARAT'Hs FOR RAILWAYS. Ammonium rmsnwoman, 1907.

Patented Oct. 6, 1908.

2 SHEETS-SHEET 2.

I'M/M P1250 ATTORNEYS PATENTOFFIOE. j

' e ALrREDQBoN oM, oriinw YORK, N. Y.

j. TSAFFIETY APrARA'rus'Fon RAILWAYSQ To all whom it may concern; r 1

Be it known that I, ALF ED BoNoM, a sub-f ject. of the King ofItalyQand-a residentof the city of New York, borough of Manhattan,

in the county and State of New York, have invented a new and ImprovedSafety Apparatus for Railways, of which the followingis a full, clear,and exact description. I

This invention relatesto safety apparatus preventing collisions; I

The object of the invention? is to produce safety apparatus'which willoperate effectively to preventtwo trains from meeting adapted to beusedalong. railway tracks for i when going in op osite' directions on"the-- same track, and a so to. provide means for preventing rear-end,collisions; that is, col' sions between trains going in thesamedirection. t I3 More specifically, the purpose of the inventionis toprovide improved means for controlling the trip devices which are placedat intervals along the: track, and 110* adapt the mechanism so thatdescribed hereinafterfand particularly set forth inthe claims:

Reference is to be had to the ing drawings forming a part of thisspecifica ures.

passing fromleft to r ght; Figl.3 j isa side ele-v plan of a shortportion of. railroadjtrack,

showing a double track having a cross-over switch provided withmy safetyapparatus; M

Fig. 5 is a side elevation partlyin sectionon the line 55 of Fig.6showing a shortportio n of a rail illustrating the manner of operating.

the track devices; Fig; 6 is acrossf sectionv through the railroad trackshown in Fig. 5, and illustrating the. manner and meansfor r bSpecification of Letters Pat t. hpplication iiledNoveinberBO,1907;serialno. 404,500.

man be ya Figure 1 is a plan'ofj av short" section of railway trackrepresenting the safety appa ratus as applied thereto andadapted forop gv eration by trains passingsfromthe righttof the left; Fig. 2 is a viewsimilar to'F ig{ 1', but" showing the apparatus adaptedfor trains Patnted Oct. 6, 1908.

" operating the track devices, Fig. 7 is a side elevationillustrating atrip device and the mechanism for automatically applying the brakes tothe train and shutting off the powerthereof when the trip device isstruck; 0.

and Fig. 8jiS afront elevation of a lever shown in Fig. '7, andillustrating its structure moreindetaiLj V,

Referring more articularly to the parts,

and especially to igs.2 and 3,,A, B, C, D

and E indicate a plurality of track devices 'which are disposed at,intervals alongthe 'track near the right-hand side, the direction ofmovement of thetrain being from left to right, In. connection with thesetrack devices I providetrip devices 1, 2, 3, 4:, 5, 6, 7, 8,9 and 10,the said trip devices being disposed as shown. .The track devices areidentical inconstruction, the details of which are shown in Figs.5 and6. Each track de vice constitutes a doublecrank comprising an uppercrank or arm 20 carrying a roller 21, n a downwardly prO ect ng crank orarm 22.

from left to right, while the trip devices 2, 3, 7 and 9l'areadapted tocooperate with a train going in thefopposite direction; that is, 1thebfirst set of trip .the other set. One of the trip devices isillustrated inFig. 7; it' consistsof a rec- *t'angular stop pinor stud23which is con- .nected by apivot pin 24. at one corner to asuitable-base 25 which is mounted on one of the crosslties 26 ,asindicated. The stop pin 23 is adapted to assume a depressed position, asindicated by the dotted hnes, or it may stand erect as shown in fulllines. in the full lines, the upper end of the stop "pinor *studpresents an. inclined edge 27 or a purpose which will appear more fullyhereinafter. In those trip devices which "cooperate withatrain passingfrom left to As shown right, the stop pin moves to an erect positionfrom left toright, and the inclinededge 27 'is presented toward thedirection from which .the train is expectedto come.

The upper arm or crank 20 of the track device A 1s connected by a cord,chain, or wire 28 with the stop pin of the trip device 1,

r as illustrated in Fig. 3, so that if this arm is The trip devices 1,4,6, 8 and 10 are 4 adapted to cooperate with a train golngso e second setprevents head- 5 on collisions. The trip devices are identical tion, inwhich similar characters of reference '2' indicate corresponding partsin the. fig-a,

depressed by a passing train, it will operate to raise the stop pin 23from a depressed to an erect position. The distance between the tripdevice 1 and the track device A is supposed to be considerable, so thatin this way the track device operates to place the trip device in anoperatlve position at a safe dis tance toward the rear along the track.

The lower arm 22 of the track device A is connected by a cord, wire, orchain 29 with the stop pin of the trip device 3, the said cord beingguided around suitable guide pulleys 30 asshown. This cord or wire 29 isattached to the trip device 3 in such a way that it will raise the tripdevice to its operative position when the track device A is operated, aswill be readily understood. A wire, cord, or chain 31 leads also fromthe lower arm 22 of the track device A and connects with the stop pin ofthe trip device 2. This trip device 1s located nearer to the trackdevice A than is the trip device 3, and both trip devices are sup osedto be at a considerable distance along t e track in advance of thetrain. The cord or wire 31 is attached to the trip device 2 in such away that it will depress it when the track device A is operated.

The track device B has its upper arm 20 connected by a cord, Wire, orchain 32 with the trip device 4 next in the rear, the connection beingmade in such a way as to raise the stop pin of the trip device when thetrack device B is operated. A similar cord or wire 33 extends rearwardlyfrom the same arm of the track device B and is connected with the stoppin of the trip device 1 in order to depress the same, the said cordbeing passed around suitable guide pulleys 3.4 as shown.

From the lower arm 22 of the track device B a cord or wire 35 extendsforwardly along the track, and is attached to the stop pin of the tridevice 5 in order to raise the same when t e track device B is operated.This cord 35 passes around suitable guide pulleys 37 for this purpose.Another cord 36 connects with the same arm 22 of the track device B andextends forwardly along the track to connect with the stop pin of thetrip de vice 3 in such a way as to depress this stop pin when the trackdevice is operated. For this purpose, near the trip device this cordpasses around a suitable pulley 38.

The track device 0 has its upper arm connected by a suitable cord orwire 39 t0 the trip device 6 next in the rear, and this wire is adaptedto raise the stop pin of this trip device when the track device C isoperated, as will be readily understood. A second cord 40 extendsrearwardly from the same arm of the track device C and connects with thestop. pin of the tripv device 4 to depress this stop pin. Adjacent tothis tri device the cord 40 passes around a suitab e pulley 41 as shown.

The lower arm of the track device 0 is connected by a suitable cord 42,which passes around suitable guide pulleys 43, with the stop pin of thetrip device 7 so as to raise this trip cevice, and the lower arm of thetrack device C is also connected by a suitable cord 44 with the stop pinof the trip device 5, passing around a suitable guide pulley 45 adjacentto it as shown. This cord is adapted to depress the stop pin 5 when thetrack device is operated.

The track device D has its upper arm connected by a cord 46 with thetrip device 8 just in the rear thereof in such a way as to raise thistrip device to its operative position. A second cord 47 extendsrearwardly down the track from this arm to the trip device 6 to depressthis trip device. Adjacent to this trip device this cord passes around asuitable pulley 48. The lower arm of this track device D is connected bya cord 49 with the stop pin of the trip device 7 to lower this pin,passing around a suitable guide pulley 50 for this purpose. A similarcord 51 passes around a guide pulley 52, and connects with the stop pinof the trip device 9 to raise this trip device to its operativeposition.

The track device E is connected by a cord 53 with the stop pin of thetrip device 10 to raise this device, and a similar cord 54 passes aroundguide pulleys 55 and is attached to the trip device 8 to depress thesame.

From the lower arm of the track device E a cord 56 passes forwardlyalong the track and attaches to the trip device 9 to depress it, passingaround a suitable guide pulley 57. A similar cord, not illustrated,passes further down the track to the next trip device in advance, and soon.

The mode of operation of the apparatus as illustrated in Figs. 2 and 3,will now be described: A train in passing from the left to the right,strikes the track device A so as to depress its upper arm, which, itwill be observed, inclines in the direct-ion in which the train isadvancing. The operation of this track device raises trip devices 1 and3 and depresses trip device 2. In this way the trip device 1 guards thetrain against a rearend collision, while the trip device 3 guards thetrain against a head-on collision. The advancing train then strikes thetrack device B. This depresses trip devices 1 and 3 and raises tripdevices 4 and 5. Striking the track device C operates to depress thetrip devices 4 and 5 and raises trip devices 6 and 7. Striking the trackdevice D raises the trip devices 8 and 9 and depresses trip devices 6and 7, and so on. It will now be clear that in the operation of theapparatus, the track devices afi'ord means for constantly maintaining inan erect or operative position, a trip device in the rear of the trainand another in' advance of the train, and as the train proceeds alongthe track, the track devices operate automatically to raise the moreadvanced trip devices and depress those which have just been inoperation.

v v The operation of thea' paratus as illus' trated in Fig. 1 is,identlcal with that as shown in Figs." 2 and3, except that the direction of movement of the train is .from right to left. The a paratus hasbeen illustrated separately for t e differentjdirections of trainmovement, for the purpose of clearness of the disclosure, but in racticethe two apparatuses maybe com ined on one track so as to enable thesystem tooperateforztrains ass'ing in either direction on thesame'track. nFig. 1 the track devices have been represented from rightto left respectively by the lines A, B, C, D and E The trip devices havethe same numberan d positlon' asin' Fi s.2and3.

eferring especially to 5 and 6,'the

mechanism for actuating the track devices will now be described: In Fig.6' aftrack de-' vice Ais represented as opposite to atrack device E, thetrackdevice being intended to be actuated by a train passing from-leftto right, while the track deviceE is'inten'ded;

to be actuatedby a train passing in the opposite direction, On the underside of; the locomotive frame, indicated at58, guides 59 are providedfor atransversely movable slide 60. This slide 60 is provided with a.

bracket61 on one side, and abracket 62 on the opposite side. The bracket61 is rovided with, an inclined tri plate 63 whic is adapted to engagethe ro er 21 of, the track 7 devices A, B, -etc., as indicated in;Fig.65.

In other words,"theforward endof this trip plate inclines'upwardly, sothat as the train passes, the upper armof thetrack device will bedepressed, 'asindicatedby the dotted lines in Fig. 5. The bracket'62 isprovided witha trip plate 64 which inclines in the opposite direction tothe plate '63, but'is similar to it in construction. The arrangement issuch thatwhen the trip plate 63-is in alinement with therollers 21 ofthe track devices A, B, C, D, etc., the trip plate 64 will be out ofalinement with the rollers-of' the track devices A, B, C, D, etc, Fromthis arrangement it will be readily understood that when the train isproceeding in one direction, the slide 60'may occupya positionin whichit will operatef'the proper track device and not operatetherothers; thatis, it will operatetheset at the right and will not operate the set atthe left,- When the'train is oing in the oppositeldirectiomthe slide 60by means of a link65 as shown in Fig 6.

The trip plate 64 will then operate the track devices A", B, C, etc'.,and theother set of The manner inwhich the trip devices op' eratetoarrest the movement of the train i'sillustrated inFig. 7. For thispurpose, the locomotive frame, at a suitable point, is provided with alever 66, which is pivotally attachedat 67 and provided with cords orchains, 68 whichoperate the throttle lever and brake mechanism in such away that when the lever is moved by a tri device, it willapply thebrakes and shut o the steam or electricity which runs the train. 1 Thelower arm'of this lever 66 is provided with a pin 69 arranged in astirrup or yoke 70, as illustrated in Fig. 8. The lever is normallycarried in a substantially vertical position, as indicated in thefigure, and at such a height that its lower end willstrike the inclinededge 27. In this way the lever is rotated'over toward the osition inwhich it is indicated in dotted ines at the right in Fig. 7. .In doingthis,the pin 69 passes under a resilient 'detent hook 71. In this waythe lever 66 is held against returning to its normal position. and thebrakes of the train are held applied, the power of the train having beenshut off. In this connection it shouldbeunderstood that with themovement ofthe lever 66, the forward end of the detent. or hook 71passes through the upper portion or eye 72 of the stirrup 7 O, asindicated in Fig. 8.

In FigAIillustrate a form of the invention which is adapted to be usedat a crossover switch between two parallel tracks. The construction ofthe track devices and trip devices in this case is the same as in thepreferred form, but their arrangement is especially adapted totheparticular circumstances. Referring to this figure, 73 and 74 representtwo parallel tracks connected by theswitch 75,- the direction ofmovement being from right to left on the cross-over switch, from thetrack 7 3 to the track 74, as indicated by the arrow at the upperportion of the figure. The track devices are indicated by the numeralsa, b, c. When the track device a is struck, it operates, through a cordor'wire 90, to depress the trip device 81, and through a cord 91 itraises the trip device .82, the trip devices 81 and 82 being disposed onthe track 73in the rear of the track device a as shown. In addition tothis, the movement of the track device a depresses the trip device 83 bymeans of the cord or wire 92, and raises the trip device 84 through acord 93. The track device I) is disposed on the devil strip and on thecrosswi I be moved over to aniopposite position over switch; when it isstruck, it depresses the'trip device 82 by means of the cord 94 anddepresses the trip device 84 by means of the cord 95 at the same time, ocrating the track deviceb, raises the trip evice 85 by means of thecord'96, and also raises the trip device 87 by means of the cord 97.Proceeding beyond the track device I), the train strikes the trackdevice 0 which depresses the trip device 85 through the operation of thecord or wire 98, and depresses the trip device 87 through the operationof the cord 99. The operation of this trip device also raises the tripdevice 38 through the operation of the cord or wire 100, and also raisesthe trip device 86 by pulling a cord or Wire 101.

It should be understood that the trip devices, while they arerepresented near the switch, will, in practice, be located at aconsiderable distance down the track.

It will be understood from the immediately foregoing description that asthe train passes onto the switch, it keeps itself guarded while on thetrack 73, but as soon as it leaves the track 73, it places all the tripdevices thereupon in an inoperative position, and begins to actuate thetrip devices on the track 74.

It should be understood that the track devices and trip devices, asillustrated in Figs. 1 to 3, are placed continuously along the track,suitable intervals or spaces being left between them to insure that anapproaching train may have sufficient time and space to come to a stop,and thus avoid a collision.

Having thus described my invention, I claim as new and desire to secureby Letters Patent:

1.- In apparatus of the class described, in combination, a set of tripdevices adapted to arrest trains going in one direction, a second set oftrip devicesoadapted to arrest trains going in the opposite direction,sets of track devices cooperating with each of said sets of tripdevices, and a transversely movable trip bracket carried by the trainand cooper ating with either of said sets of track devices.

2. In apparatus of the class described, in combination, a transverselyguided bracket carried by the train having two operative positions andhaving a trip plate operating in one direction of movement of the train,and a second trip plate operating in the opposite direction of movement.

3. In apparatus of the class described, in combination, a slide guidedtransversely to the track and carried by the train, a member forshifting the same, a trip plate carried by said slide and facing in onedirection, and a second trip plate carried by said slide and facing inthe opposite direction.

4. In apparatus of the class described, in

combination, a plurality of trip devices disposed at intervals along thetrack, a plurality of track devices disposed along the track and havingopposite arms, a pair of cords attached to one of said arms andextending rearwardly on the track, one of said cords being attached tothe adjacent trip device and affording means for raising the same, theother of said cords being attached to the trip device next beyond andaffording means for depressing the same, a second pair of cords attachedto the opposite arm of said track device and extending forwardly alongthe track, one of said second pair of cords being attached to the tripdevice adjacent and affording means for depressing the same, the otherof said cords being attached to the trip device next beyond andaffording means for raising the same.

5. In apparatus of the class described, in combination, a track devicehaving an upwardly extending arm adapted to be depressed by a passingtrain, and a second arm, trip devices disposed along the track atintervals apart, and cords attached to said arms and connecting the samedirectly with said trip devices respectively, and affording means fordepressing or raising the same.

6. In apparatus of the class described, in combination, a track devicehaving an upwardly extending arm adaptcd to be depressed by a passingtrain, a trip device disposed at a distance down the track, a secondtrip device disposed at a greater distance down the track, a cordconnecting said track device with said first-named trip device andadapted to set said trip device, and a second cord connecting said trackdevice with said second trip device and affording means for releasingthe same.

7. In apparatus of the class described, in combination, a track devicehaving a movable arm adapted to be struck by a passing train, a tripdevice disposed at a distance down the track, a second trip devicedisposed at a greater distance down the track, a cord connecting saidtrack device with said firstnamed trip device and adapted to set saidtrip device, a second cord connecting said track device with said secondtrip device and affording means for releasing the same, a third tripdevice disposed at a distance up the track in an opposite direction fromsaid firstnamed trip devices, a fourth trip device disposed up the trackat a greater distance than said third trip device, a cord connectingsaid arm with said fourth trip device and adapted to set the same whensaid arm is struck, and another cord connecting said arm with said thirdtrip device and adapted to release the same when said arm is struck.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

ALFRED BONOM.

Witnesses I D. AMMEN, EVERARD B. MAnsnALL.

